Internal-combustion engine



A. J. ROWLEDGE. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT-15. 1917.

1,339,423. I Patented May 11,1920.

3 SHEETS-SHEET l.

A. ROWLEDGE.

INTERNALVCOMBUSTION ENGINE. APPLICATION man OCT-15,1917.

1,339,423; Patented May 11, 1920.

3 SHEETSSHEET 2- K3 FIG 2 APPLICATION FILED OCT-15,1917- Patented May 11, 1920.

3 SHEET$SHEET 3.

ARTHUR JOHN same end of UNITED STATES imrnnr oFn oE.

LIMITED,

ROWLEDGE, OF LONDON, ENGLAND,

OF LONDQN, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented a 11, 1920.

Application filed October 15, 1917. Serial 110. 196,710.

To all whom it may coacern:

in Internal-Combustion Engines, of which the following is a 'specificatlon.

This invention relates to internal combustion engines more especially of the type comprising three sets or blocks of cylinders arranged so that the axes of the cylinders are disposed in three planes relatively inclined about the crank shaft axis and each block of cylinders having one or a pair of 'mounted on the cylinder heads for operating the valves, and has for its object to effect certain improvements in a known method of driving thesevcam shafts ofi the crank shaft and also to arrange for driving one or more magnetos and the necessary water and oil pumps.

In an engine of the above type in which each block of cylinders was provided with a single cam shaft mounted on theheads of these cylinders it has been proposed to drive these shafts by means of three intermediate shafts arranged truly radial with relation to the crank shaft each of the intermediate shafts carrying at its-outer-end a bevel wheel which geared with a bevel wheel on the end of a cam shaft. At its inner end the central one of these intermediate shafts carried a bevel wheel which geared with a bevel wheel on'the end of the crank shaft, while a second bevel wheel near the same end of the central intermediate shaft geared with two bevel wheels mounted respectively on the adjacent ends of the two lateral intermediate shafts. This arrangement is not however adapted for use in'an engine in which the cylinders are each provided with four valves venient for various constructional reasons to dispose all three intermediate shafts truly radial with relation to the crank shaft. The

present improvements provide a compact and satisfactory method of drivingthe cam shafts combined with means for driving the magnetos and oil and water pumps OK the j the crank shaft.

The improved engine is of the type indicated inasmuch 'as it comprises three blocks of cylinders each cylinder having four somewhat toward valves operated by two cam shafts mounted on the heads of the cylinders in a block these cam shafts being driven off the crank shaft by means of three intermediate shafts.

According to this invention while the central one of these intermediate shafts lies truly radial with relation to the crank shaft the two lateral intermediate shafts are disposed otherwise than truly radial with rela- ASSIGNOR r0 1). NAPIER a son,

tion to the crank shaft and are inclined at.

different angles to the central intermediate shaft.

bevel wheel which gears with a corresponding wheel on the crank shaft and also has adjacent to this end two other bevel wheels which gear respectively with bevel wheels on the inner ends of the lateral intermediate shafts. ()n the crank shaft are mounted two bevel wheels and a spur wheel, one of these bevel wheels serving to drive the central intermediate shaft while the other drives two magnetos oppositely arranged on either side of the crank shaft. employed to drive the latter being arranged on a shaft which lies parallel to the crank 'ormwheel gearing with a worm on another shaft placed at right angles on which are one or more oil pumps.

In order to facilitate assembling and disconnecting the par't-s of the mechanism for driving the cam shafts each intermediate 'shaft is divided transversely into two parts a joint being arranged at a point in the length of the shaft which lies conveniently the inner or crank case end of the intermediate shaft. A detachable connection is employed between these abutting ends of the two parts of the intermediate shaft the connection comprising-one or more longitudinal key-ways in the adjacent end portions of the shaft and a sleeve carrying one or more keys or feathers which engage these key-ways. The sleeve and keys are capable of being slid overthe abutting ends of the intermediate shaft so as to conple these ends together the sleeve being retained in this position by a removable transverse pin or like device. separable from the sleeve or the latter may have splines or feathers formed integral therewith.

The details of construction may vary as found desirable.

The accompanying drawings illustrate-by The keys may be I 105 The latter carries at its inner end a i shaft and carries a I :end of the crank shaft of tratedin Fig. 1 the sectional .shown as on the line 2-2 of ig way of example how the invention Fig. 4 but taken on an'axial Fgure beingtaken as on the line '1-.'-1 of may be; put into practice. Inv these drawings 1 is an end elevation partly in vertical sectionshowing one form in which the invention may be applied to an engine of the sectional port on 'of the itiiype indicated the I 2 is aside elevation on an enlarged Scale andpartly in vertical sectlon of the 1; Fig. 3 is an end elevation of the water pump. shown in Fig. 2 3 being drawn of one of the intermediate shafts showing the detachable connection preferably employed for coupling the ends of these shaft portions.

Fig. 5 is a longitudinal section similar to lane at right an les to the section shown in Eig. 4.

ike letters indicate like parts throughout the drawings.

Referring to Figs. 1 and 2 the three sets. or blocks of cylinders. A B and C are arranged so that the axes of these cylinders are disposed in three planes relatively inclined about the axis of the crank shaft D' the angle between the block of cylinders A and the block of cylinders B being equal to the angle betweenthe block of c .linders A and the block'of cylinders C. 8n the head of each block of cylinders are mounted two camshafts A- A, B B and C C these cam shafts serving to operate the twin sets of valves with which each cylinder in each block is provided. These cam shafts are geared together-by spur gearing so that they rotate in opposite directions and on the end of one ofthe' cam shafts A" B" C'-is a bevel wheel A B C which gears with a corresponding bevel wheel EE' E mounted on what may be termed the outer end .of an intermediate shaft. These three intermediate shafts are similarly constructed and I each is divided at some point in its length conpglin into two parts connected by a detachable which will be more particularly descri d ereaf'ter; .In Fig. 1 the detail construction of the central intermediate shaft the lateral intermediate shafts only is shown in section the two portions of this shaft being designated G' and G. Of H and J only a gcrtion of the end of each shaft appears in 1 the figure showing in elevation the casin K within which these shafts are inclose The bevel wheel E is mounted upon the end of the outer portion G of the shaft and toward the inner or crank shaft end are mounted .three bevel wheels G Grand G"..- The bevel wheel Gr is disposed at the extreme end of the shaft section G while the wheel G. gears with the bevel wheel shaft H. Thus the crank shaft 1) .drives the engine illusortlon being;

.andJ are'disposed at'H and J 2 diate shaft G G fixed at its outer .withthe bevel wheel J on the end 0 one lateral intermediate shaft J while the gevel on the end of the other lateral intermedialilze t e central intermediate shaft 6 G directly through the bevel wheels D G and this central intermediate shaft; drives the two lateral intermediate shafts H J indirectly through the bevel wheels G H and G J.

Each ofthe intermediate shafts is pref as shown and carried erably formed hollow in suitable bearings arranged respectively on the end of the of the head of each cylinder block while crank case and on the-endfixedon the crank shaft .D

each shaft is inclosed in a casing.- The-bearing for the outer end of each intermediate shaft is conveniently similar to the bearing .G of the central shaft G G. 'The bearilig for the inner ends of the lateral .shafts respectively. Toward its inner end the central interme- I is carried in a bearing G while a second bearing is arranged at G between the end bevel Wheel G and the bevel wheel G 'G. as will be seen are arranged next to each other and preferably differ slightly in size the sizes of the bevel Wheels H J differing to a corresponding extent. Insome cases itmay be desirable or convenient to employ only a single bevel wheel on the central intermediate shaft G G in place of the two wheels Gr Gr to transmit rotation to the lateral intermediate shafts H and J. As Will be seen in the construction illustrated in Fig. l the lateral intermediate shafts H and J are necessarily arranged to form The bevel wheels G G slightly diiferent angles'with the central shaft G G. Neither of these shafts however lies truly in the plane in which lie the axes of the cylinders in the blocks A B and C. The shaft G G however is necessarily disposed truly radial of the crank shaft D.

As mentioned each. intermediate shaft is inclosed in a casing the central portion K of which is conveniently formed of tubular sheet metal. The outer end of this tube K is carried in a socket K screwed on to a boss adjacent to the bearing G? while the inner end of the tubeK lies within a socket K conveniently formed taper and screwed on to a boss K The tubular casing K-is end in the socket K so that thesocket K can be unscrewed and slid along the tube joint or coupling between the abutting ends of the shaft sections G and G. a

The casing which is employed to inclose K so as to disclose the.

couple the the outer end of may be formed integral with the cylinder water jacket or suitably connected thereto.

The coupling employed for the purpose of connecting the abutting ends of the two section lengths of each intermediate shaft may now be referred to. This coupling is illustrated on and- 5 and the construction will be described more particularly with reference to the central shaft G G but it is to be understood that a similar device is employed for cou-v pling the two portions of each of the lateral The abutting ends of are thickened and in each thickened part are formed one or more longitudinal key-ways Gr G Two such key-ways are shown inthe construction illustrated. Each of these key-ways is engaged by a corresponding key or feather M carried by a sleeve M which surrounds the joint. The key-ways G extend to a greater distance along the'shaft section G than the key-ways 7 extend along the end of the shaft length G. Thus while movement of the sleeve M with the keys M in the outward direction along the shaft length G is limited and cannot beyond the joint, on the other hand the sleeve M together with the keys M may be slid along the shaft length G until the sleeve and the keys'are clear of the abutting ends of the shaft lengths G G. When the sleeve is in that osition it is possible to separate the ends of the shaft lengths G G and the outer portion can be independently'rotated or reds of the two portions of the shaft are brought .together and the sleeve M is then slipped over them the keys M then engaglng equally the key-ways G and Gr and serving to ends of the shaft lengths so as The sleeve M is retained in place by a bolt or pin M which passes transversely through thesleeve and through the abutting ends of the shaft lengths G G semicircular notches being formed in the ends of these shaft lengths to allow of the passage of the bolt. The bolt M thus also helps to lock the two ends of the shaft lengths together. The sleeve is carried externally toward oneeud in a cylindrical guide or bearing M (Fig. 1) which is in turn mounted in the boss K By thus forming each intermediate shaft in an enlarged scale in Figs. 4:-

two portions connected by a device such as described or by some other detachable c0upling of a like nature it is possible to set the timing of the cam shafts carried on the cyllnder heads after the parts have been assembled. Thus when the cylinders are in place the shaft length G adjust the timing of the cam sha before the shaft length G is coupled to the shaft length G. As already mentioned access can readily be had to the coupling by unscrewing the socket K and sliding this up along thetubllar casing K.

Toward the end of the crank shaft D and next to the bevel wheel D is mounted a second bevel wheel D as shown in Fig. 2. Two similar bevel wheels N (Fig. 1) gear with this bevel wheel D each of these wheels N being mounted, on a short shaft N of suitable construction carried in conveniently situated bearings N the shaft being constructed and arranged so that a magneto may be coupled thereto. seen in Fig. 1 these wheels N are oppositely disposed with relation to the axis of the crank 'shaft 'D but the shafts on which the wheels N are mounted ranged otherwise than in line with each other though these shafts lie at right angles to the. crank shaft axis.

A shaft 0 carried in suitable bearings and arranged parallel to the axis of the crank shaft toothed wheel 0 I) mounted on the end of the crank shaft D. The shaft 0 also carries a skew gear wheel 0 through which rotary motion is transmitted to an oil pump t pe and construction the axis of the pump lying at right angles to the axis of the shaft On the end of the shaft 0 is mounted the rotary member Q of a centrifugal water pump which as shown in Fig. 3 has three tangentially arranged deliveries Q, Q Q? which respectively communicate with the water jacket of the cylinder blocks B, A and C. The pump also has the usual intake The disposition of the parts is such that in an end view of the engine the water pump Q, lies centrally with the magnetos driven by the gear wheels pump while the oil pump P lies transversely but centrally behind the water pump. Wherethe engine is employed for use on aircraft the propeller is mounted at the opposite end of can be rotated to fts A A P of suitable N, D off the crank shaft .disposed on each side and behind the water the crank shaft and driven As will be are conveniently areither direct or; through gearing as found desirable.

What I claim as my invention and desire to secure by Letters Patent is 1. In an internal combustion engine of the type comprising three blocks of cyhn ders disposed with the cylinder axes in three planes inclined to each other and having having a bevel netos; the improved means for driving the cam shafts and magnetos comprising, a pair of bevelgears secured to the crank shaft of the engine at one end thereof, means to drive said cam shafts including a shaft radially disposed with respect to the crank shaft axis gear meshing with one of the bevel gears on the crank shaft adapted to drive a cam shaft of one block, similar shafts for driving the cam shafts of the other blocks, each disposed to intersect the axis of said radial shaft above the axis of the crank shaft, bevel gears for driving said last mentioned two shafts from the radial shaft and a pair of bevel gears meshing with the other gear on the crank shaft for driving the magnetos.

2. In an internal combustion en ine of the type comprising three blocks of cylinders disposed with the cylinder axes in three planes inclined to each other and having overhead valve cam shafts and two magnetos; the improvement comprising means to support said magnetos with their axes at right angles to the crank shaft axis and on opposite sides thereof, a pair of bevel gears secured to the crank shaft, means for driving said cam shafts from one of said gears and means for driving the magnetos from the other.

3. In an internal combustion engine of the type comprising three blocks of cylin ders disposed with their cylinder axes in three planes inclined to each other and having overhead valve cam shafts, a pair of magnetos and a Water circulating pump; the improvement comprising means to support said magnetos with their axes at right angles to the crank shaft axis andon opposite sides thereof, means to support the water pump with its axis parallel to the crank shaft axis, a pair of bevel gears and a spur gear secured to the crank shaft;

means for driving said cam shafts from one of said bevel gears, means to drive the magnetos from the other bevel gear and means for actuating the pump from the spur gear.

e of cylinaxes in 4. In an internal combustion the type comprising --three blocks 0 ders disposed with their cylinder three planes inclined to each other and hav ing overhead valve cam shafts, a pair of magnetos, an oil pump and a water circulating pump; means to support said magnetos at one end of the crank shaft with their axes at right angles to and on opposite sides of the crank shaft, axis, means to support the water pump in front of the said end ,of the crank shaft with its shaft parallel to the crank shaft,

shaft at said end, means actuated by one three gears secured to the crank.

gear to operate said cam shafts, means for driving the magnetos from the second car,

means to drive the water pump shaft rom the third gear and means for driving the oil pump from the water pump shaft. 4 In an internal combustion n e of the type comprising three blocks o iiylinders disposed with the cylinder axes in three planes inclined to each other and having overhead valve cam shafts and two magnetos; the improved means for drivin'gtlie cam shafts and magnetos comprising, of bevel gears secured to the crank shaft of the engine at one end thereof, means for dllVlIlg said cam shafts -from'one of said gears and means for driving'the magnetos from the other, said cam shaft "driving means including ashaft disposed substan- ,tially radially relative to the crank shaft axis and connected to actuate the cam shafts of one block of cylinders, and shafts driven. from said radially disposed shaft to actuate the cam shafts of the other blocks ofcylinders,

ARTHUR JOHN ROWLEDGE.

Witnesses;

HERBERT Gnone RowLnDGn, ERNEST PASK.

apair' said radial shaft and shafts Y .driven therefrom comprising two' sections 

